birdsall



(No Model.) 3 Sheets-Sheet 1. E. M. BIRDSALL.

TRACTION ENGINE.

No. 415.439. Patented Nov. 19, 1889.

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, B. M. BIRDSALL.

TRACTION ENGINE.

No. 415,439. Patented Nov. 19, 1889.

3 Sheets-Sheet 3.

(No Model.)

B. M. BIRDSALL.

TRAGI'ION ENGINE.

Patented Nov. 19, 1889.

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UNITED STATES PATENT OFFICE.

EDGAR M. BIRDSALL, OF BUFFALO, NEW YORK, ASSIGNOR TO MAR BIRDSALL, OF SAME PLACE.

TRACTION-ENGINE.

SPECIFICATION forming part of Letters Patent No. 415,439, dated November 19, 1889.

Serial No. 306,982. (No model.)

To aZZ whom it may concern.-

Be it known that I, EDGAR M. BIRDSALL, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented a new and useful Im provement in Traction-Engines, of which the following is a specification.

This invention relates to an improvement in traction-engines.

The object of my invention is to improve the mechanism whereby the motion of the engine-shaft is transmitted to the driving-shaft or rear axle; also, to improve the frame and connecting parts whereby the rear portion of the boiler is supported upon the rear axle; also, to provide a simple and compact differential gear mechanism whereby the speed of the driving-shaft or rear axle can be readily increased or diminished,as circumstances may require.

The invention consists of the improvements which will be hereinafter fully described, and pointed out in the claims.

In the accompanying drawings, consisting of three sheets, Figure 1 is a fragmentary side elevation, partly in section, of the rear portion of a traction-engine provided with my improvements. Fig. 2 is a top plan View, and Fig. 3 is a rear elevation, thereof. Fig. 4 is a detached horizontal section of the interchangeable gear mechanism and connecting parts, on an enlarged scale. Fig. 5 is acrosssection in line as m, Fig. 4.. Fig. 6 is a similar view in line y y, Fig. 4. Fig. 7 is an end view of the rear transverse shaft and connecting parts. Fig. 8 is a detached sectional elevation of the interchangeable bevel gear-wheels. Fig. 9 is a detached fragmentary side elevation of the outer end of the rear transverse shaft. Fig. 10 is a horizontal section in line a: :r, Fig. 1, on an enlarged scale.

Like letters of reference refer to like parts in the several figures.

A represents the boiler; B, the engine crankshaft supported transversely upon the boiler in bearings b b.

b is the crank-disk secured to one end of the shaft B, b the connecting-rod, and b the fly-wheel secured to the opposite end of the shaft B.

O 0 represent the driving-wheels secured to opposite ends of the rear axle 0, upon which the rear end of the boiler is supported. The axle c is journaled in bearings c 0', formed on opposite ends of the lower portion of a rectangular frame D, arranged in rear of the boiler. The frame D consists of an upper cross-bar d, a lower cross-bar d, and two vertical con necting-bars d arrangedon opposite sides of the fire-door d of the boiler.

E represents two rearwardlyprojecting arms secured to opposite sides of the boiler A, with their rear ends resting upon springs e, arranged in openings (1 formed in the vertical bars cl of the frame D. The arms E are secured to or formed upon buifer-plates E, secured to opposite sides of the boiler.

6' represents two forwardly projecting wings formed on the side bars d of the frame D, and provided with vertical grooves (5*, engaging over correspondingribs or guides e formed on the buffer-plates E, as shown in Fig. 10.

f f represent lugs or ears formed on the upper side of the upper cross-bar d of the frame I), and f f represent brackets secured to the boilerAin front of the lugs f, and connected with the latter by longitudinal bolts f secured to the brackets f and passing through elongated openings f formed in the lugs f. The openings f are sufficiently long to permit of the requisite vertical movement of the boiler on the frame D. This connection between the boiler and the frame allows the necessary vertical movement of the boiler on the frame D, and serves to hold the parts firmly against lateral and longitudinal displacement.

G represents a transverse counter-shaft, arranged above the axle c and journaled in bearings g 9, formed in the upper portion of the frame D. The shaft G is provided at one end with a pinion G, which engages with a geanwheel G connected through intermediate differential gear, in the usual manner, with the driving-wheel C, and whereby motion is transmitted from the shaft G to the axle c. The shaft'G is provided at its opposite end with a rectangular enlargement or flat-sided projection g on which are arranged two laterally-movable bevel gear-wheels H H.

I represents an inclined shaft arranged on one side of the upper portion of the boiler A.

h h represent two bevel gear-pinions se cured to the rear end of the shaft I and adapted to engage with the bevel-wheels H H, respectively.

71? represents a bevel gear-wheel, secured to the opposite end of the shaft I and engaging with a similar wheel h secured to the engine crank-shaft B, whereby motion is transmitted from the engine-shaft B to the wheels H H and the shaft G. r

The wheels H H, as will be hereinafter more fully described, are arranged on the shaft G in such manner that when the wheel H is thrown into engagement with its pinion h the wheel H will stand away from the pinion h and vice versa.

The shaft 1 is composed of three sections: a rear section I, to which the pinions h h are secured and which is supported against longitudinal movement in bearings t t", formed with or secured to the upper end of the frame D; a front longifudinally-movable section 1 carrying the bevel-wheel 72, and journaled in a bearing 2' formed on the rear side of the bearing 1) of the shaft B, and an intermediate section 1 which is connected with the opposing ends of the sections 1 and l by knuckle-joints The knuckle-joints '5 consist of spherical heads '5 secured to opposite ends of the section I and provided with a series of ribs or teeth i which engage in slots or grooves 11 formed in sockets 1' secured to the adjacent ends of the sections 1' 1 This connection between the sections 1 1 I of the shaft -I forms a universal joint between the parts, which permits of the requisite vertical movement of the boiler A on the frame D without disconecting or straining the parts. j represents collars formed on the section I .of the shaft I and arranged in an enlargementor chamber j in the bearing d j represents a strap or sleeve surrounding the shaft-secti on I between the collars j, and connected by a rod j with a shifting-lever j", 'pivoted on a bracket j, secured to the upper rear portion of the boiler A. The gear-wheel k can be engaged or disengaged from the wheel H of the shaft B by simply throwing the lever j forwardly or backwardly, so as to move the shaft-section I and its bevel-wheel 71. toward or from the wheel h. The shiftinglever j is held in a forward or backward position, so as to hold the wheel k in or out of engagement with the wheel h by a suitable locking-leverj As clearly shown in Figs. 4. to 9 of the drawings, It represents the hub of the outer wheel II, the bore of which is provided with a semicylindrical upper surface k, which rests upon the upper circular portion k of the shaft G,

and with flat parallel side walls 10 which correspond with the'flat sides k .of the enlargement g of the shaft G, andwhich fit snugly against the latter, whereby the wheel H is connected withthe shaft G, so as to turn the same and yet be free to move lengthwise on the shaft.

Z represents the hub of the inner wheel II, which is seated with its upper semi-cylin drical surface Z upon a semi-cylindrical arm or hub Z forming an inward continuation of the hub of the wheellI. The hub l. is also provided with flat sides 1 and a flat lower side or bottom 1.

The sides I straddle the flat sidesk" of the shaft G, so as to form spaces 1 between the shaft and the adjacent sides of the hub, and the flat lower side 1 of the hub l fits snugly against the lower side ofthe shaft G, so as to hold the wheel H againstturning on the shaft and yet allow the same to be moved lengthwise, on the shaft.

m m represent gear-pinions arranged in the spaces Z on opposite sides of the shaft, and journaled in the latter by short shafts or studs m, arranged in a transverse opening in the shaft G. The gear-pinions m m mesh with depending gear-teeth m-Zformed on the lower inner ends of the arm I of the outer wheel H, on opposite sides of the shaft G, and

also with gear-teeth m formed on the lower flat portion 1 of the hub of the inner wheel H, so that upon moving the wheel H inwardly toward its pinion h the gear-wheels m m are rotated, and thereby move the outer wheel H outwardly away from the pinion I2, and vice versa.

71 represents an outwardly-projecting arm forming a continuation of the lower fiat side 1 of the hub of the wheel H, and projecting through the open lower portion n of the hub k of the wheel H. The outer side of the arm n is curved concentric with the hub k, as shown in Fig. 6.

n represents a radially-projecting pin or stud secured to the arm n of the wheel H, and engaging in a spiral slot or groove 0 formed in thehub of a hand-wheel P. The hub of the wheel Psurrounds the hub k of. the wheel H and the arm 'n, and is confined on the hub is between a shoulder 0 and a plate 0 secured to the outerend of the hub.

10 represents a set-screw arranged in a threaded opening inthe hub of the handwheel P, and which engages in one of two holes or notches 1) 1 formed in the hubkof the wheel H, and whereby the hand-wheel P and the wheels H H are locked against lengthwise movement on the shaft G.

When the machine is moving over rough or uneven roads, or when drawing a heavy load, the outer gear-wheel H is thrown into engagement with its pinion h, as shown in Fig. 4, whereby les's speed but 'an increased power is obtained. \Vhen it is desired to increase the speed of the machine when draw and unobstructed roads, the set-screw p is disengaged from the notch p in the hub of the wheel H, and the hand-wheel Pis turned in the proper direction so as to cause the spiral slot 0 to engage against the pin n and move the same inwardly and the wheel H toward its pinion h. This inward movement of the wheel H turns the gear-wheels m m, and the latter cause the outer wheel H to simultaneously move in the opposite direction, out of engagement with its pinion h. This movement is continued until the wheel H meshes with its pinion h, when the parts are again locked in position by engaging the set-screw p with the notch p of the hub it. By thus locking the wheels H and H the gear-wheels m m are held against turn-- ing, and thereby serve to hold the wheels H H against longitudinal movement on the shaft G.

I claim as my invention- 1. In a traction-engine, the combination, with the crank-shaft, the rear axle, and a supporting-frame secured to the rear axle, of a transverse counter-shaft journaled in said frame, gear-Wheels connecting the rear axle with the transverse counter-shaft, a sectional shaft I, geared with the crankshaft, bevel gear-pinions h h, secured to the sectional shaft 1, and bevel gear-wheelsH H, mounted on the transverse counter-shaft and having a longitudinal movement thereon, whereby the gear-wheels H H are adapted to be engaged alternately with the bevel-pinions h h on the sectional shaft I, substantially as set forth.

2. In a traction-engine, the combination, with the crank-shaft, the rear axle, and the counter-shaft G, geared with the rear axle and provided with an enlargement 9 of a sectional shaft I, geared with the crank-shaft, bevel gear-pinions h h, secured to the sectional shaft I, bevel-gear-wheels H H, mounted on the enlargement g of the counter-shaft G, and shifting mechanism, substantially as described, whereby the bevel gear-wheels H H are adjusted lengthwise on the shaft G and engaged alternately with the bevel-pinions h 72 substantially as set forth.

3. The combination, with the driving-shaft B and transverse shaft G, provided with an enlargement of a connecting-shaft I, geared 4. The combination, with the shaft G, prov.

vided with an enlargement 9 of an outer bevel gear-wheel H, mounted on the enlargement g of the shaft G and provided with a semicircular portion Z, forming a continuation of its hub, an inner bevel gear-wheel H, seated within the rim of the wheel H, and having its hub mounted on the semicircular portion Z of the outer Wheel and provided with an arm extending through the hub of the outer wheel, gear-teeth formed on the hub portions of the two Wheels, pinions journaled on arbors secured to the shaft G and meshing with the gear-teeth of the two wheels, at hand-wheel P, mounted on the hub of the outer wheel H and provided with a spiral groove in which engages a pin or projection secured to the inner wheel, whereby both wheels are moved in opposite directions lengthwise upon the shaft G upon turning the hand-wheel P, substantially as set forth.

5. In a traction-engine, the combination, with the boiler and the rear axle, of a frame D, supported upon the rear axle and supporting the rear end of the boiler, forwardly-projecting wings e, secured to the frame D and provided with vertical grooves 6 buiferplates E, secured to opposite sides of the boiler and provided with vertical ribs e engaging in the grooves e brackets f, secured to the boiler above the plates E, and lugs f, formed on the frame D and connected with the brackets by longitudinal bolts f substantially as set forth.

NVitness my hand this 1st day of April, 1889.

EDGAR M. BIRDSALL. Witnesses:

'JNo. J. BONNER, (7. D. HOWE. 

